Vehicle diverting apparatus

ABSTRACT

Apparatus for diverting a vehicle, particularly a monorail vehicle from a main line to a spur, station, or a branch line without making a change in the track configuration and without movement of any track structure which comprises secondary trackage engageable by auxiliary wheels on the vehicle and cams attached to the track which are adapted to disengage the wheels of the car that normally support the latter on the main line track when the auxiliary wheels engage the secondary track. Cam followers on the vehicles are operative to disengage the wheels and to re-engage them with a main line track.

United States Patent [1 1 Voss [ Dec. 16, 1975 VEHICLE DIVERTING APPARATUS [22] Filed: Feb. 12, 1975 [21] Appl. No.: 549,364

[52] US. Cl. 104/130; 104/96; 105/178;

105/215 R [51] Int. Cl. E01B 25/26 [58] Field of Search 104/18, 20, 89, 91, 93,

Schultz 104/96 Alimanestianu 104/130 Primary ExaminerM. HensonWood, Jr. Assistant Examiner-Randolph A. Reese Attorney, Agent, or FirmAshlan F. Harlan, Jr.

[ 5 7] ABSTRACT Apparatus for diverting a vehicle, particularly a monorail vehicle from a main line to a spur, station, or a branch line without making a change in the track configuration and without movement of any track structure which comprises secondary trackage engageable by auxiliary wheels on the vehicle and earns attached to the track which are adapted to disengage the wheels of the car that normally support the latter on the main line track when the auxiliary wheels engage the secondary track. Cam followers on the vehicles are operative to disengage the wheels and to re-engage them with a main line track.

17 Claims, 18 Drawing Figures US. Patent Dec. 16,1975 Sheet20f6 3,926,126

US. Patent Dec.16,1975 Sheet3of6 3,926,126

MUN

U.S. Patent Dec. 16, 1975 Sheet40f6 3,926,126

NwW MW US. Patent Dec. 16, 1975 shws 0f6 Mk wk k AR J QWR US. Patent Dec. 16,1975 Sheet60f6 3,926,126

NvNvR m8 NNS QR wNN mw VEHICLE DIVERTING APPARATUS BACKGROUND OF THE INVENTION This application relates to mass transportation systems and is particularly concerned with such systems in which many relatively small cars, each adapted to carry only a few passengers, are employed, and in which such cars may be routed as desired to provide the greatest convenience to the riders.

The problem of mass transportation has in recent years become very important. Not only is some solution of the problem necessary to prevent the stagnation of traffic in urban areas, but also to allow reasonably convenient access to inner cities. Conventional mass transportation systems are not adequate. Buses contribute to air pollution and street congestion; surface trolley cars interfere with traffic; subways are too expensive, and conventional elevated railroads occupy large surface areas and air space and are objectionable esthetically.

It has been suggested that monorail systems provide a solution for the problem. Such systems require a minimum of surface and air space and are relatively inexpensive to construct. It is, therefore, possible to provide a monorail system which has lines covering a wide territory and thus is quite convenient for riders. However, expansion of such a system to cover a large area may result in lines or routes which have such a low traffic density that large cars carrying many passengers would neither be required nor be economically feasible. It has consequently been suggested that a monorail system in which a large number of relatively small cars that can be directed by the passengers to desired destinations would be convenient and practical. Such a system has been disclosed in US. Pat. No. 3,012,517, granted Dec. 12, 1961 to Winsor Gale.

The present invention is directed to improvements in the system and apparatus disclosed in the above-mentioned patent.

SUMMARY OF THE INVENTION The present invention provides means for diverting a vehicle, carrying passengers and/or goods, from a main line to a station, a spur, or a branch line without making a change in the track configuration and without movement of any track structure. It is particularly useful with transportation systems of the so-called monorail type and permits a flexibility of operation which increases the efficiency of such systems. At the same time, the diverting means is of fail-safe design and construction so that derailments at diversion or switching points because of faulty switch operation, which often occur with movable switches are prevented. The diverting means comprehends novel vehicle structure and novel track structure.

The novel means of the present invention comprises broadly a pair of connected laterally spaced trolleys supporting a car on novel track structure for point-topoint operation. Two types of track are employed primary track which is used for the main line of the system and for branch lines, and secondary track which is used in stations, for connection of the main line tracks to branch line tracks and for connection with spurs such as storage tracks and tracks for loading and unloading. If such spurs are of considerable length, they may also include primary track. The details of the track construction are set forth hereinafter. Operation on the novel track structure includes movement of a car from a location on a secondary track, e.g. in a station or on a spur, onto a primary track, movement on the primary track to a desired point, and then movement from the primary track to another secondary track. This can be done without stopping other cars running on the primary track and movement of the car from the secondary track of origin to that of destination is normally continuous.

To accomplish these results each of the above-mentioned trolleys is provided with two longitudinally spaced pairs of wheels, the wheels of each pair being axially spaced and coaxial. Each pair of wheels on each of the trolleys is also coaxial with a pair of wheels on the other trolley. It is preferred to employ a separate electric motor for driving each pair of coaxially mounted wheels, although by suitable gearing a single motor may be provided on each trolley or each car for driving all the wheels thereof.

The primary track for vehicles according to the invention comprises a plurality of end-to-end members having a pair of oppositely extending flange portions on which the inwardly facing wheels of each trolley run. The primary track in many cases may be essentially a series of I-beams arranged with the central webs thereof in vertical planes and aligned so that the inwardly facing wheels of the trolleys may run, respectively, on the upper faces of the lower flanges of the I- beams. On the other hand, the secondary track comprises a pair of spaced rails which are engagable with the outer wheels of the trolleys of the vehicles. After engagement of the outer trolley wheels with the secondary track, the inner wheels are retracted to disengage them from the primary track. The secondary track can take a number of forms, but conveniently is formed of Z-bars, i.e. steel bars having a Z-shape in cross-section supported on suitable structure. When returning the car' to the primary track, the procedure is reversed, the inner wheels of the trolleys being extended so as to engage the primary track before the outer wheels of the trolleys disengage from the secondary track.

As shown, and as hereinafter described in more detail, diversion of a car to a station or the like is accomplished, after the outer trolley wheels are engaged with the secondary track and the inner trolley wheels are disengaged from the primary track, by changing the relative levels of the respective tracks so that the secondary track is lower than the primary track. Cars are returned to the primary track or main line by bringing the tracks to the same level and reversing the diversion procedure described above.

Means are provided for simultaneously extending or retracting the two inner wheels of each trolley by engagement of activating cam followers with cam members or surfaces on the track members whereby to rotate pinions that engage racks carried by the inner wheels. Locking mechanism is provided to prevent accidental operation of the extending and retraction mechanism.

SHORT DESCRIPTION OF THE DRAWINGS FIG. 1 is an end view partially in section illustrating the general design of a car or vehicle according to the invention and the manner in which it is supported by the track structure;

FIG. 2 is a side view corresponding to FIG. 1;

FIG. 3 is a diagrammatic view of the track arrangement adjacent to and at a diversion point, viz. a station;

FIGS. 4 6 are diagrammatic cross-sectional views of the track structure adjacent to and at the diversion point taken along the lines 44, 5-5, and 66, respectively, of FIG. 3;

FIG. 7 is a top plan view, with parts broken away, of a car supported on both primary and secondary tracks;

FIG. 8 is a fragmentary end view of the car and tracks shown in FIG. 7 with the car wheels engaging both the primary and secondary tracks;

FIG. 9 is a fragmentary sectional view taken on line 99 of FIG. 7 with the wheels of the car engaged with only the primary tracks;

FIG. 10 is a fragmentary side elevational view taken on line l010 of FIG. 7;

FIG. 11 is a fragmentary longitudinal sectional view, partly broken away, taken on line 11-11 of FIG. 7;

FIG. 12 is a fragmentary view showing the clutch of FIG. 11 in engaged position;

FIG. 13 is a fragmentary view taken on line l313 of FIG.'11;

FIG. 14 is a fragmentary transverse sectional view taken on line 14-l4 of FIG. 15 showing details of the wheel shifting mechanism;

1 FIG. 15 is a fragmentary sectional view taken on line 15l5 of FIG. 14; and

FIGS. 16 18 are detail views showing operation of means for locking the shiftable inner wheels in position.

DESCRIPTION OF THE INVENTION The terms inner, outer, upper, lower, top, bottom, right, left, above, below,

vertical, horizontal, and similar terms of position and/or direction as used hereinafter are employed only .for convenience in description and/or reference. Such terms should not be so construed as to imply a necessary positioning of the structure or portions thereof or to limit the scope of this invention.

In FIGS.. 1 and 2 there is illustrated a vehicle or car typical of the type with which the present invention is concerned, it being understood that the invention is directed to a transportation system in which there would be used a plurality of such cars on the same track and on additional, interconnected tracks. The typical car,

comprehensively designated 21, comprises a body 22 which is adapted to contain seats for a relatively few, e.g. fouror six, passengers and isprovided with windows 24 and with doors 25 on the sides thereof. The

body 22 is suspended, by suitable means (not shown) I from apair of laterally spaced trolleys, each comprehensively designated 28. Housings 29, which may be made easily removable, are provided for the trolleys.

In FIG. 3 there is illustrated diagrammatically a track arrangement usable in accordance with the present invention at and adjacent to a diversion point, specifically a station, from a primary track to a secondary track. The station,which is shown schematically is destive to the primary track. At or closely adjacent to a station or other diversion point the lower, secondary track can be supported on shorter stanchions 37 and the higher primary track on additional stanchions 36 (not shown). In a station the secondary track can be 4 supported by a portion (not shown) of the station structure. When the primary track is not accompanied by secondary track, i.e. between diversion points, it may be suitably supported in any convenient manner on pillars or stanchions.

It should be understood that in some installations supporting arrangements different from those shown can be used. For example, when one or more tracks run under a bridge or viaduct, they may be supported from the girders of the bridge or viaduct. Also the pillars or stanchions may be of any desired or convenient configuration. Since rail or track supporting means are well known and do not constitute a part of the present invention such means are not illustrated or described in detail. It is, of course, important that the secondary track rails maintain a constant, uniform gauge except for such widening of the gauge on curves as is necessary to prevent binding of the wheels of the car.'

As shown in FIG. 1 the rail of primary track 32 can conveniently be formed of I-beams 40 having their central webs 41 substantially vertical. The I-beams are arranged end-to-end and connected by suitable means, such as fish plates (not shown). Alternatively, the ends of a series of I-beams can be welded together to produce a primary track 32 having few or no joints therein.

The rails of the secondary track 33, as shown, are beams or bars 43 having an S or Z configuration in cross section and are arranged end-to-end and connected by suitable means such as fishplates (not shown). Like the I-beams that form the primary track 32, the beams or Z-bars forming the secondary track 33 can be welded together at their ends. Since, however, the secondary track is usually of relatively short length and high car speeds are usually not employed thereon, a continuous rail is not so desirable. It will be understood that the cross sections of the rails of both the secondary track 33 and the primary track 32 may be varied as necessary or desired and that either or both may, if desired, be formed of a plurality of parts suitably secured together.

Each of the trolleys 28 for a car 21 comprises two pairs of coaxial, preferably flanged, wheels and 51. The wheel pairs of each trolley are longitudinally spaced and the pairs of wheels on each of the trolleys are axially aligned with the corresponding wheel pairs on the other trolley. Since the four pairs of wheels are identical, only one of the pairs will be specifically described.

The outer wheel 50 of each pair of wheels has a pro- 50 jecting hollow shaft 53, as seen in FIG. 7, that is rotatably supported in spaced bearings 54 and 55 as seen in FIG. 9. The inner wheel 51 is rotatably supported on an axle 56 which rotates within a non-rotating but axially reciprocatable sleeve 57. The end of the axle 56 that projects from the sleeve 57 is splined and slidably, but non-rotatably, engaged in the hollow shaft 53 whereby the wheels 50 and 51 rotate together. The sleeve 57 is provided on its upper surface with a plurality of teeth forming a rack 59 that is engaged by a pinion 61 carried by a horizontal longitudinal shaft 62 which is joumaled in bearings 66 as shown in FIG. 11. The inner wheel 51 can thus be extended or retracted by rotation of the shaft 62 and pinion 61, thereby moving the wheel 51 toward or away from the outer wheel 50. Because of the splined connection therebetween, however, the wheels 50 and 51 rotate together and such rotation is produced by an electric motor 63, having suitable connections (not shown) for control thereof and the supplying of electrical power thereto. Although motors 63 are not illustrated in some figures of the drawing for greater clarity, it is preferred to use a separate motor with each pair of inner and outer wheels 50 and 51. If desired, however, a single motor with suitable driving connections can be provided for each trolley 28 or for all four sets of wheels. Each motor 63 is provided with a drive shaft 64 having a worm gear 65 thereon that meshes with a spiral gear 67 on a jack shaft 68. The shaft 68 rotates in bearings 69 and carries for rotation therewith a pinion 70 that engages a spur gear 72 suitably secured to the hollow shaft 53 between the bearings 54 and 55. Thus, each pair of wheels 50 and 51 can be rotated together by the motor 63.

The outer wheels 50 of each pair of wheels are adapted to engage, respectively, the S or Z shaped rails 43 that constitute the secondary track 33 for the vehicle or car. At points on the system where no secondary track is provided, the wheels 50 rotate freely when the vehicle is in motion. The inner wheels 51 of each pair are adapted, in their extended positions, to engage the rail 40 of the primary track 32, which is continuous throughout the main line of the system, and roll on the upper face of the bottom flange 42 of the rail. When retracted by movement of the racks 59 by the pinions 61, wheels 51 are withdrawn from the rail 40 of the primary track 32 and the car is supported solely on the secondary track so that it can be diverted from the primary track to a station, spur, or other secondary trackage.

The inward and outward movement of the wheels 51 is controlled, through gear mechanism hereinafter described, by engagement of reciprocating plungers 75 and 76 with camming surfaces provided on the primary and secondary tracks, respectively. Each trolley carries, between the two wheel sets, a plunger 75 and a plunger 76 to control movement of the wheels 51 thereon. The cam-follower plungers are slidably supported in guide members 77 and preferably extend parallel to the axes of rotation of the wheels. The plungers when in extended position to contact the above-mentioned camming surfaces project in opposite directions and the outer ends thereof are provided with rollers 78 to make such contact, the rollers being supported for rotation around vertical axes.

Each of the plungers 75 has a rack portion 81 which is engaged by a pinion 82 mounted on a vertical shaft 83 supported by top and bottom bearings 84. Adjacent their lower ends each of the shafts 83 carries another pinion 86 that engages with a gear rack 87 that extends transversely of the car 21 into both trolleys 28 and is supported in spaced guides 88 and 89. The two plungers 75 and their associated vertical shafts 83 are directly opposite each other transversely of the car. However, the gear rack 87 with which the bottom pinions 86 on the shafts 83 engage is at such an angle to the plungers that the bottom pinions engage opposite sides of the rack. Accordingly, since the pinions 82 and 86 are fixed, by suitable means, on the shafts 83, inward or outward movement of one of the plungers 75 produces through movement of the gear rack 87 a corresponding movement of the other plunger 75.

As shown in FIG. 15, the gear rack 87 is provided with a projecting pin 91 adjacent its left end. Between the pin 91 and the right hand guide 89 for the rack 87 there is connected a tension spring 92 which tends to cause movement of the rack to the right. There is, however, also provided a detent 93, pivotally mounted on a pin 94, which engages in a notch 95 in the rack 87. A suitably actuated rod 96 is attached to the detent 93 to disengage it from the notch 95. When so disengaged the spring 92 moves the gear rack 87 to the right, as viewed in FIG. 15, thus causing counterclockwise rota tion of the left hand pinion 86 and shaft 83 to simultaneous clockwise rotation of the corresponding right hand pinion and shaft. The upper pinions 82 on the shafts 83 are also simultaneously rotated in the same direction as the pinions 86. Through the rack portions 81 on plungers 75, the latter are thereby caused to project outwardly from the trolleys 28 to the broken line positions shown in FIG. 7.

The plungers 76 which are intended to cooperate with camming surfaces on the rails 43 of the secondary track 33 are parallel to the plungers 75 and are provided with rack portions 100 which engage with pinions 101 fixedly mounted on vertical shafts 102. The latter are supported in bearings 103 at their upper and lower ends and adjacent their lower ends carry, for rotation therewith, pinions 104. The pinions 104 are connected by a gear rack 106. The rack 106 is mounted in guides 107 for reciprocating movement parallel to the gear rack 87. Like the latter, the rack 106 is engaged on opposite sides by the pinions 104 so that the shafts 102 rotate simultaneously and in opposite directions when moved by the gear rack 106.

The vertical shafts 83 and 102 on the left side of the car 21 (as viewed in FIG. 15) are interconnected by gears and an overrunning clutch. As best seen in FIG. 11, there is provided between said shafts 83 and 102 a vertical shaft 111 supported in an upper bearing 112 and a lower bearing 113 which are carried by suitable brackets 119 or other supports. Mounted on the shaft 111 for rotation therewith is a helical gear 114. Also attached to the shaft 111 adjacent the lower end thereof, e. g. by a pin 115, for rotational movement with the shaft is a clutch element 116. Intermediate the clutch element 116 and the helical gear 114 there is slidably and rotatably mounted on the shaft 111 another helical gear 117 non-rotatably secured to a second clutch element 118. The gear 117 and element 1 18 are biased downwardly against the first clutch element 116 by a compression spring 120 that surrounds tha shaft 111 and bears against helical gear 114. The engaging annular faces of the clutch elements 116 and 118 are complementary, each having a pair of opposed abutments adapted to engage corresponding opposed abutments on the other and a ramp or inclined face extending from the base of each abutment to the top thereof. Thus, the clutch is one-way or overriding and the abutments and ramps are so placed that when the gear 117 rotates clockwise the shaft 111 is not moved while counter clockwise rotation of the gear 117 engages the clutch and rotates the shaft 111 and the helical gear 1 14 secured thereon. In FIG. 1 1 the clutch elements are depicted in the position they occupy when the plungers 75 and 76 are retracted. In FIG. 12 the elements are shown engaged to cause rotation of the vertical shaft 111.

A companion helical gear 123 is secured on the left hand (as viewed in FIG. 15) vertical shaft 83, intermediate the gears 82 and 86, for rotation with the shaft. The gear 123 is engaged with the helical gear 117 on the shaft 111 so that they rotate together. A helical gear 124 is also secured on the left hand (as viewed in FIG. 15) vertical shaft 102, intermediate the gears 101 and 104, in engagement with the helical gear 114.

7 Thus, the two helical gears 114 and 124 and the shafts 102 and 1 11 rotate together and also with the left hand longitudinal shaft 126 (as viewed in FIG. 14) since the helical gear 124 is engaged with a third helical gear 125 (see FIG. 7) secured on the shaft 126 for rotation therewith.

At this point it appears desirable to explain the operation of the plungers 75 and 76 and the gearing connected thereto in conjunction with the car operation. Normally, when the car 21 is running on the primary track 32 the wheels 51 ride on the flanges 42 of the I- beams 40. When a passenger in the car desires to have the car diverge from the primary track, e.g. to a station, the passenger actuates suitable mechanism (not shown) by means of which the control rod 96 is moved to release the detent 93. The gear rack 87 thereupon is moved by the spring 92 toward the guide 89 and the left hand (as viewed in FIG. pinion 86 and connected pinion 82 are caused to rotate in a counterclockwise direction. At the same time, the right hand pinions 86 and 82 (as viewed in FIG. 15) are caused to rotate in a clockwise direction by the gear rack 87. Since the pinions 82 engage the rack portions 81 on the plungers 75, the latter are moved simultaneously to project inwardly toward the rail 40 of the primary track 32, as shown in broken lines in FIG. 7. It will be apparent that movement of the control rod 96 to release the detent 93 can also be occasioned by suitable means outside and distant from the car 21, e.g. from a station by a waiting passenger, suitable known means such as an appropriate track circuit or radio being used to communicate with the car.

At a point on the primary track 32 shortly in advance of a diversion point but subsequent to the provision of secondary track rails 43 for the wheels 50 adjacent the primary track, the rollers 78 on the projecting plungers 75 make contact with and are moved inwardly by camming surfaces on the rail 40. As shown in FIG. 14, such surfaces may take the form of plates 128 welded or otherwise secured to the rail 40 on opposite sides of the vertical web 41. The plates 128 are so shaped that as the car 21 proceeds the plungers 75 are gradually pushed back into the trolleys 28, thus restoring, through the pinions 82 and 86, the gear rack 87 to the latched position shown in FIG. 15. As the rack 87 returns, the left hand pinions 82 and 86 (as viewed in FIG. 15) rotate clockwise as does also the intermediate helical gear 123 on the shaft 83. The meshing helical gear 117 on the vertical shaft 111 is thus caused to rotate counter-clockwise and, since this engages the clutch elements 116 and 118, the shaft 111 and the-helical gear 114 thereon are likewise rotated. The latter, as above described, also meshes with the helical gear 124 secured on the adjacent vertical shaft 102 which gear, in turn, engages the helical gear 125 on the left hand longitudinal shaft 126 (as viewed in FIG. 11) for rotating the latter. It will be seen that a pair of helical gears 124 and 125, respectively, are also provided on the right hand shafts 102 and 126 (as viewed in FIG. 1 1). Since the shafts 102 rotate simultaneously, though in opposite directions, by reason of the engagement of pinions 104 with the gear rack 106, the shafts 126 and the pinions 61 are also simultaneously rotated to retract the wheels 51.

At the same time that the wheels 51 are retracted, the rotation of the shafts 102 causes the plungers 76 to be extended by the pinions 101 engaging the rack portions 100 thereon. The plungers 76, when extended, are

adapted to engage, by the rollers 78. camming surfaces provided on the inner surfaces of the secondary track rails 43. When it is desired to have the car return to a primary track from a secondary track at a station or spur or to enter the primary track of a branch line after diversion to the latter, such a camming surface as shown at 129 in FIG. 14 is secured on one or both rails 43 at a point thereon where a primary track rail 40 is again in place between and substantially centrally and horizontally aligned with said rails 43. The surfaces 1 29 are so shaped as to move the plungers 76 inwardly to the position shown in FIG. 7 as the car proceeds. As the plungers 76 move inwardly the rack portions thereon cause rotation of the pinions 101 on shafts 102. The helical gears 124 on the shafts 102, through the helical gears 125, cause rotation of the shafts 126 to extend the wheels 51 for engagement with the rail 40. The helical gear 124 that is carried on the front shaft 102 (as viewed in FIG. 7) is also engaged with the helical gear 114 on the shaft 11 1. Thus as the wheels 51 are extended the shaft 111 is rotated clockwise. This tends to rotate the helical gear 1 17 through the clutch 116, 1 18, but since the helical gear 123 with which gear 1 17 meshes is held stationary, the latter moves axially against pressure of the spring 119 to disengage the clutch and permit rotation of the shaft 111.

The shafts 126 extend longitudinally of the car 21 within the trolleys and are supported in spaced bearings 131. At their ends the shafts 126 are coaxially connected to shaft-locking devices 134 which are provided between the shafts 126 and the shafts 62 of the pinions 61 to connect the shafts and to prevent retraction or extension of the wheels 51 by vibration or shock. Each shaft locking device, as shown more in detail in FIGS. 16 18, comprises a first disc 135 suitably secured to the shaft 126 for rotation therewith and provided with a cam lobe 136 on its periphery. Each disc 135 is also provided with an annular slot 137 adapted to receive a pin 138 projecting from the facing side of a second disc 140, coaxial with disc 135, that is secured to the shaft 62 of the associated pinion 61. The disc 140 is provided with a peripheral notch 141 adapted to receive alternatively one of a pair of pawls 142, 143. The pawls are pivotally mounted on pins 144 and 145, carried by the trolley 28, and are biased by compression springs 146 into engagement with the periphery of the disc 140. Projecting outwardly from each of the pawls 142, 143 toward and overlapping the first disc 135 is a lifting pin 149 so located that it is engaged by the cam lobe 136 of the disc 135 when the latter rotates.

FIGS. 16 18 show in detail the operation of the shaft-locking device 134 shown in the right side of FIG. 11. In FIG. 16 the parts are shown as they are arranged with the wheels 51 retracted so that they are disengaged from the rail 40. As will be seen, the pawl 142 is engaged in the peripheral notch 141 of disc 140, thus holding the shaft 62 and the pinion 61 from rotation, while the pawl 143 rides on the periphery of the disc 140. Upon rotation of the shaft 126 in a clockwise direction, the lost-motion permitted by the slot and pin arrangement 137-138 allows the cam lobe 136 to engage the lifting pin 149 on the pawl 142 so that the disc 140 can be rotated by the disc 135 to cause rotation of shaft 62 and extend the wheels 51. As will be seen in FIG. 18, when the desired amount of movement of the shaft 62 has been obtained, the shaft is locked in position by engagement of the pawl 143 in the notch 141 and the cam lobe 136 will have passed the lifting pin 149 on the pawl 143. When the wheels 51 are again to be retracted. counterclockwise rotation of the shaft 126 and disc 135 will cause the cam lobe 136 to lift the pawl 143 before rotative force is applied through slot 137 and pin 138 to the disc 140 and the associated pinion 61. It will be understood that since the longitudinal shafts 126 are so interconnected through the vertical shafts 83 and 102 and the gear racks 87 and 106 that they rotate simultaneously but in opposite directions, two of the four shaft locking devices are so constructed to be mirror images of the other two.

Vertical bumper rails 165 are mounted by suitable brackets 166 on the ends of the car 21 adjacent diagonally opposite corners of the car. Adjacent the other corners of the car buffers 168 are provided in the car ends. Each buffer comprises a roller 169 carried by a yoke 170 that is provided with spaced plungers 172 for guiding and supporting it. The buffers 168 normally project from the car ends and are aligned with and adapted to engage the bumpers 165 on adjacent cars. They are provided with suitable spring and/or shock absorbing mechanism (not shown) attached to the plungers 172 so that engagement between the cars will be cushioned in the event they come in contact. There may also be operatively connected to the buffers 168 means responsive to contact of the latter with the bumpers 165 which activates mechanism to control the car.

In operation, e.g. on the track arrangement shown diagrammatically in FIG. 3, a car moving from left to right on the primary track 32 will continue so to move bypassing the station unless, by actuation of the control rod 96, the plungers 75 are extended. This is true even though the wheels 50 of the car will engage and ride on the secondary track 33 where such track is provided. If the plungers 75 are extended, they will engage camming surfaces 128 on the track 32, located, e.g. at Point A, which push the plungers back into the trolleys and cause the plungers 76 to be extended. At the same time, the wheels 51 of the car which engage the primary track rail 40 are retracted so that the car is supported only on the secondary track 33 by the wheels 50. At a predetermined point to the right of Point A the secondary track 33 begins to slope downwardly until it is sufficiently lower than the primary track as not to interfere with cars continuing on the latter. At such a level, or a lower one, the car will enter the station and, after stopping, pass through. Thus, a car entering the station for discharging or receiving passengers is simply withdrawn from a succession of cars on the primary track and the other cars proceed without interruption. A car leaving the station on the secondary track 33 will rise as the track 33 is elevated to the same level as the primary track 32. camming surfaces 129 on one or both of the rails of the secondary track, e.g. at Point B, will then engage the plungers 76, forcing the latter inwardly and thereby through the racks and gears abovedescribed extending the wheels 51 for engagement with the rail 40 of the primary track 32.

it will be apparent that the track arrangement for a transportation system according to the invention can be varied greatly. Not only can the level of the primary track be raised or lowered. but it may also curve to one side or the other. Coincident change in level and direction may be accomplished if desired. FIGS. 3 6 illustrate that secondary track can not only change in level, but can also be curved. This is advantageous since it permits stations to be laterally offset from the primary 10 track, thus reducing interference with ground level traffic.

It will be understood that known and suitable means (not shown) can be employed to provide electrical power to the driving motors on the cars 21. It will also be understood that suitable controls can be provided for actuation of the control rod 96 on a car from either the interior of the car or from a station, thereby permitting the car to be routed as desired, and that safety devices of known character can be provided to control car speed, feed cars from secondary track to primary track, and prevent collisions. Such controls, however, do not constitute a part of the present invention.

It should be noted that the precise apparatus shown and described herein is susceptible of change and mod ification without departing from the spirit of the ppmsent invention. Thus, with minor change in structure, and none in principle, diversion from a primary track can be produced by raising the primary track with reference to the secondary track as well as by lowering the secondary track. It will also be understood that not only the track arrangement but also its construction may be varied within the scope of the present invention. Further, since it is obvious that numerous modifications of and variations from the specific mechanism shown and described can be made without departing from the spirit of the invention, e.g. one or both sets of car wheels can be without flanges and the camming surfaces 128 and 129 can be single or double, the invention should be interpreted as broadly as permitted by the appended claims.

It will be evident from the foregoing that a transportation system embodying the present invention makes possible convenient and economical transportation of both people and goods and that because of the flexibility of such a system, it is adapted to use with high traffic densities as well as light traffic.

I claim:

1. In a vehicle adapted to be selectively diverted from a primary track comprising a pair of rail surfaces to a secondary track comprising a pair of spaced rails located on opposite sides of said primary track, said primary track being provided with first cam means and said secondary track being provided with second cam means; a first set of wheels engageable with said secondary track rails; a second set of wheels engageable with said primary track in one position and movable axially, when said secondary track is engaged by said first set of wheels, to a second position out of engagement with said primary track; first reciprocating means adapted to be moved by said first cam means to disengage said second set of wheels from said primary track; and second reciprocating means adapted to be moved by said second cam means to engage said second set of wheels with said primary track.

2. A vehicle as defined in claim 1 wherein both said first reciprocating means and said second reciprocating means are not simultaneously engageable by the respective cam means.

3. A vehicle as defined in claim 2 wherein said reciprocating means are interconnected whereby movement of said first reciprocating means by said first cam means causes said second reciprocating means to be positioned for engagement with said second cam means.

4. A vehicle as defined in claim 2 wherein said reciprocating means are interconnected whereby movement of said first reciprocating means by said first cam 1 1 means causes said second reciprocating means to be positioned for engagement with said second cam means; wherein said first cam means comprises cam means on each side of said primary track and said second cam means comprises cam means on each of said secondary track rails; wherein said first reciprocating means is positioned for engagement with said first cam means by a gear rack; wherein said second set of wheels are moved axially by first pinions engaging rack portions of non-rotatable sleeves carrying said wheels; wherein each said reciprocating means is provided with a rack portion engageable by a second pinion operatively connected through gears to extend or retract said second set of wheels; wherein there are a pair of said first reciprocating means and a pair of said second reciprocating means", wherein means is provided to lock said second set of wheels in extended or retracted position; and wherein each wheel of said first set of wheels is coaxial with and non-rotatably engaged with a wheel of said second set of wheels.

5. A vehicle as defined in claim 4 wherein said second set of wheels comprises a plurality of pairs of coaxial, laterally spaced wheels and the wheels of said set are all disengaged from said primary track simultaneously by movement toward said secondary rails.

6. A vehicle as defined in claim 4 wherein movement of said gear rack is produced by a spring, wherein a detent is provided to releasably hold said gear rack against movement by said spring, wherein said gear rack engages a third pinion secured on a shaft that carries a second pinion that engages the rack portion of said first reciprocating means, and wherein said shaft also carries a gear forming a part of a gear train for extending said second set of wheels.

7. A vehicle as defined in claim 1 wherein said reciprocating means are interconnected whereby movement of said first reciprocating means by said first cam means causes said second reciprocating means to be positioned for engagement with said second cam means.

8. A vehicle as defined in claim 1 wherein said second set ofwhcels are movable axially by pinions engaging rack portions of non-rotatable sleeves carrying said wheels.

9. A vehicle as defined in claim 1 wherein a pair of said first reciprocating means are provided, and a pair of second reciprocating means are provided.

10. A vehicle as defined in claim 1 wherein said first cam means comprises cam means on each side of said primary track and said second cam means comprises cam means on each of said secondary track rails.

1]. A vehicle as defined in claim 1 wherein said first reciprocating means is positioned for engagement by said first cam means by a gear rack.

12. A vehicle as defined in claim 1 wherein each said reciprocating means is provided with a rack portion engageable by a pinion operatively connected through gears to extend or retract said second set of wheels.

13. A vehicle as defined in claim 12 wherein said reciprocating means are interconnected whereby movement of said first reciprocating means by said first cam means causes said second reciprocating means to be positioned for engagement with said second cam means.

14. A vehicle as defined in claim 12 wherein means is provided to lock said second set of wheels in extended or retracted position.

15. A vehicle as defined in claim 1 wherein said second set of wheels comprises a plurality of pairs of coaxial, laterally spaced wheels and the wheels of said set are all disengaged from said primary track simultaneously by movement toward said secondary rails.

16. A vehicle as defined in claim 15 wherein means is provided to lock said second set of wheels in extended or retracted position.

17. A vehicle as defined in claim 15 wherein each wheel of said first set of wheels is coaxial with and nonrotatably engaged with a wheel of said second set of wheels. 

1. In a vehicle adapted to be selectively diverted from a primary track comprising a pair of rail surfaces to a secondary track comprising a pair of spaced rails located on opposite sides of said primary track, said primary track being provided with first cam means and said secondary track being provided with second cam means; a first set of wheels engageable with said secondary track rails; a second set of wheels engageable with said primary track in one position and movable axially, when said secondary track is engaged by said first set of wheels, to a second position out of engagement with said primary track; first reciprocating means adapted to be moved by said first cam means to disengage said second set of wheels from said primary track; and second reciprocating means adapted to be moved by said second cam means to engage said second set of wheels with said primary track.
 2. A vehicle as defined in claim 1 wherein both said first reciprocAting means and said second reciprocating means are not simultaneously engageable by the respective cam means.
 3. A vehicle as defined in claim 2 wherein said reciprocating means are interconnected whereby movement of said first reciprocating means by said first cam means causes said second reciprocating means to be positioned for engagement with said second cam means.
 4. A vehicle as defined in claim 2 wherein said reciprocating means are interconnected whereby movement of said first reciprocating means by said first cam means causes said second reciprocating means to be positioned for engagement with said second cam means; wherein said first cam means comprises cam means on each side of said primary track and said second cam means comprises cam means on each of said secondary track rails; wherein said first reciprocating means is positioned for engagement with said first cam means by a gear rack; wherein said second set of wheels are moved axially by first pinions engaging rack portions of non-rotatable sleeves carrying said wheels; wherein each said reciprocating means is provided with a rack portion engageable by a second pinion operatively connected through gears to extend or retract said second set of wheels; wherein there are a pair of said first reciprocating means and a pair of said second reciprocating means; wherein means is provided to lock said second set of wheels in extended or retracted position; and wherein each wheel of said first set of wheels is coaxial with and non-rotatably engaged with a wheel of said second set of wheels.
 5. A vehicle as defined in claim 4 wherein said second set of wheels comprises a plurality of pairs of coaxial, laterally spaced wheels and the wheels of said set are all disengaged from said primary track simultaneously by movement toward said secondary rails.
 6. A vehicle as defined in claim 4 wherein movement of said gear rack is produced by a spring, wherein a detent is provided to releasably hold said gear rack against movement by said spring, wherein said gear rack engages a third pinion secured on a shaft that carries a second pinion that engages the rack portion of said first reciprocating means, and wherein said shaft also carries a gear forming a part of a gear train for extending said second set of wheels.
 7. A vehicle as defined in claim 1 wherein said reciprocating means are interconnected whereby movement of said first reciprocating means by said first cam means causes said second reciprocating means to be positioned for engagement with said second cam means.
 8. A vehicle as defined in claim 1 wherein said second set of wheels are movable axially by pinions engaging rack portions of non-rotatable sleeves carrying said wheels.
 9. A vehicle as defined in claim 1 wherein a pair of said first reciprocating means are provided, and a pair of second reciprocating means are provided.
 10. A vehicle as defined in claim 1 wherein said first cam means comprises cam means on each side of said primary track and said second cam means comprises cam means on each of said secondary track rails.
 11. A vehicle as defined in claim 1 wherein said first reciprocating means is positioned for engagement by said first cam means by a gear rack.
 12. A vehicle as defined in claim 1 wherein each said reciprocating means is provided with a rack portion engageable by a pinion operatively connected through gears to extend or retract said second set of wheels.
 13. A vehicle as defined in claim 12 wherein said reciprocating means are interconnected whereby movement of said first reciprocating means by said first cam means causes said second reciprocating means to be positioned for engagement with said second cam means.
 14. A vehicle as defined in claim 12 wherein means is provided to lock said second set of wheels in extended or retracted position.
 15. A vehicle as defined in claim 1 wherein said second set of wheels comprises a plurality of pairs of coaxial, laterally spaced wheels and the wheels of said set are all disenGaged from said primary track simultaneously by movement toward said secondary rails.
 16. A vehicle as defined in claim 15 wherein means is provided to lock said second set of wheels in extended or retracted position.
 17. A vehicle as defined in claim 15 wherein each wheel of said first set of wheels is coaxial with and non-rotatably engaged with a wheel of said second set of wheels. 